Rail joint bar



June 8, 1937. w c, 'HEDGCOCK ET AL 2,083,298

RAIL JOINT BAR Filed Oct. 16, 1933 5 Sheets-Sheet 2 g i Q 7 Q NI T l L x 2% WdlzamCHeqgcoa/a Robert B. tamed,

June 8, 1937. w. c. HEDGCOCK El AL RAIL JOINT BAR Filed Oct. 16; 1953 5 Sheets-Sheet 5 RAIL JOINT BAR MOMENT DIHGRRM SECTION MODULUS DIAGRAM STRESS DIAGRAM WLZZLLZHZ Cfiedgcoch,

oberL B. 60227' k h Y 44: i yd w/ J42, 44

June 8, 1 937. wjc. HEDGCOCK El AL RAIL JOINT BAR Filed Oct. 16, 1933 5 Shsets-SheeflS SN U\ Z, i my a g mJ w QQ w f a fig m Patented June 8, 193'? Fries RAIL JOINT BAR New Jersey Application October 16, 1933, Serial No. 693,694

9 Claims.

This invention pertains to rail joints for connecting adjacent'track rails.

A primary object of the invention is to provlde a rail joint of the lift type in which there is a central portion of the bar that fishes on the ball of the rail and on the flange of the rail, and end portions which bear upon the flanges of the respective rails, whereby tensioning of the wing bolts flexes the said bar and results in the de- 10 sired lifting action.

It is a further object of the present invention to provide a rail joint so designed that it will bear upon or fish at predetermined definite areas.

Yet another object of the present invention is 15 to provide a rail joint whose bottom bearing portions or fishing surfaces shall lie in a single plane.

A still further object is to provide a rail joint of the lift type which shall be of such shape that tensioning of the wing bolts will result in mini- 20 mum stresses and uniform stress distribution.

A still further object of the present invention is to provide arail joint of the so-called lift type with the wing bolt holes so located as to result in more positive control of the lift action and 25 prevent localization of stresses.

With these and various other objects in View, the invention consist of certain novel features of construction and operation as will be more fully described and particularly pointed out in the specification, drawings and claims appended hereto.

In the drawings, which illustrate embodiments of the device, and wherein like reference characters are used to designate like parts- 35 Figure l is a fragmentary side elevation of adjacent track rails showing the application thereto of one form of rail joint bar embodying the invention;

Figure 2 is a fragmentary sectional top plan 40 View of the construction shown in Figure 1, the section being taken immediately below the ball of each rail;

Figure 3 is a transverse sectional elevation taken substantially in the plane as indicated 45 by the line 3-3 of Figure 1;

Figure 4 is a transverse sectional elevation taken substantially in the plane as indicated by the line d-t of Figure 1;

Figure 5 is a transverse sectional elevation corresponding to Figure 3 showing the application of a modified form of rail joint bar to the track rail;

Figure 6 is a fragmentary side elevation of adjac'ent track rails showing the application thereto of another modified form of rail joint bar;

Figure 7 is a fragmentary top plan view taken substantially in the plane indicated by the line '!'i of Figure 6;

Figure 8 is a more or less diagrammatic sectional elevation of a rail joint bar made in ac- 5 cordance with the present invention, showing the central bearing area or fulcrum point and the points Where loads are applied;

Figure 9 is a top plan view of a rail joint bar showing the loading thereof; 10

Figure 10 is a bending moment diagram for the bar loaded as indicated in Figure 9;

Figure 11 is a section modulus diagram of the bar represented in Figure 9;

Figure 12 is a diagram of the stresses in the bar under the loading conditions shown in Figwe 10;

Figure 13 is a fragmentary side elevation of adjacent track rails showing the application thereto of another modified form of rail joint bar; I I

Figure 14 is a sectional top plan View taken below the ball of adjacent track rails showing the application thereto of the form of rail joint bar illustrated in Figure 13;

Figure 15 is a transverse sectional elevatio taken substantially in the plane indicated by the line IE-IE of Figure 14;

Figure l6 is a fragmentary side elevation of adjacent track rails showing the application thereto of another modified form of rail joint bar;

Figure 17 is a fragmentary top plan view taken substantially in the plane indicated by the line lT-l'l of Figure 16;

Figure 18 is a fragmentary transverse sectional elevation taken substantially in the plane indicated by the line l8l8 of Figure 16;

Figure 19 is a transverse sectional elevation taken substantially inthe plane indicated by the i line [9-49 of Figure 16;

Figure 20 is a sectional elevation taken substantially in the plane indicated by the line 20-20 of Figure 16;

Figure 21 is a fragmentary transverse end elevation of the rail joint bar illustrated in Figme 16.

In the rail connections illustrated, the adjacent track rails 30 and 3'2 are of conventional construction, each having the ball 34 and the oppositely disposed bottom flanges 36, the flanges and ball being integrally connected by means of the web 38. In order to form the joint between the track rails, the ends of the rails 30 and 32 are spaced slightly to allow for expansion and contraction of the rails, and each of the webs 38 is provided with spaced apertures M! and 42 spaced from the ends of the rails for the reception of suitable securing means having cooper- 5 ative relation with the connecting rail joint bars disposed on each side of said webs.

Referring now more particularly to the construction illustrated in Figures 1 to 4 inclusive, the rail joint M is adapted to provide for fishing or contacting the bottom side of the head of the rail as at 46 and the top face of the rail flange as at 50 at the center portion of the bar for a given distance, for example, six inches in the present construction, or three inches from the center toward each end. From this central fishing portion the bar decreases in height toward the ends as indicated'by the off-tapers 4B and 5!. Bearing portions or feet 52 are provided at but the ball of the rail is contacted by the bar only at the centralfishing area 46. The'bases of the feet 5?. lie in one plane with the bottom fishing area indicated at 50. The off-taper 5| may be eliminated, in which case the entire base of the rail joint bar will lie in a single plane, as in themodification shown in Figure 16. It is to be understood that the top of the central portion rn ay be crovvned as at 18 and I38 in Figures 6 and,.16,respectively, in-order to provide a more accurate fit as the bar is flexed.

When the bar is flexed by placing the wing bolts under tension, stresses are produced. In a bar of uniform cross section the stress is a maximum at the middle where the load is applied. It is of course desirable thatsuch stresses be uniform and thatv they be reduced to a minimum. Sucharesult is obtained in the present bar byproviding the shape as shown in Figure 9. The rail joint bar loaded as shown in Figure 9 has *a moment diagram as illustrated in Figure 10. Since stress in the bar is equal to moment dividedby section modulus, a substan tially uniform stress distribution, as illustrated by Figure 12, is obtained in a bar having sectional moduli proportioned asillustrated in Fig- Center'bolt holes in the bar for receiving the bolts Eiibreak up the uniformity of the'stress d S bution un essthe resultant loss of sectional modulus -is jcompensated for. Such compensating means is provided in this bar by'pads 5 4 which perform the additional function of serving as flush bearings for the bolt headsand nuts. The usual end bolt holes '60 are provided for the located approximately :over the feet 52 where such distinct end bearing areas are provided. Otherwise, where the bottom bearing area of the bar extendsthe full length of the bar, as in Figure 16, the end bolt holes should be approximately at the ends of thebar. By thus locating the end bolt holes a single bending stress is set up in the bar as illustrated in Figures 9 to 12, inclusive. This is an ideal conditionwhich cannot always be met because of bolt hole spacing in some existing rails. I In applying the bars toeach side of the rails '30 and32, the oppositely disposed center bolts .58 are first pulled up tight, insuring a secure 1 connection for the rail ends as a result of the crimping and wedging action of the bars on the head of the rail, as at 46, and on the flange of the, rails, as at 50, the joint thus fishing on those 5 two areas. As'there is no pressure on the W by the full lines in Figures 1, 2, and 1.

the ends of the bar to bear upon the rail flange,

reception of wing bolts 62. These are preferably bolt holes 62, the ends of the bars contact the upper sloping flanges of the rail on the inward bevel (i8, and the bar is in the position asshown Y tightening the wing bolts 62, the ends of the bars are forced inwardly toward the rail web to the position shown by phantom lines in Figures 1, 2, and 4. Due to the slope of the rail flange, the ends of the bars also move upwardly when ,bent inwardly. By this means a lifting effect or crown is produced at the rail joint as shown in phantom lines in Figure 1. This crowning effect is a very desirable feature, particularly on worn rails, for by this means low joints may be raised to the normal track level or even above it, if desirable. The effect produced is to compensate for the increased bending effect or .flexure under load at the rail joints, as compared with flexure of the rail at points between joints. The ultimate effect is a uniform track level under load. The springing in of the bar ends by wing bolt tension prevents the nuts from loosening; therefore no lock washers are required, the joint is prevented from loosening, and

excessive, play between the joint bars is prevented- In the form of construction illustrated in Figure 5, the form of bar'and its application is sub-- stantially the same as that described in Figures 1 to 4 inclusive, except that instead of fishing on the rail at two areas adjacent the center of the bar as above described, the bar is adapted to fish over three surfaces, namely, at 64, 66 and on the web 38 as at Hi.

The construction illustrated in Figures 6 to 8 inclusive, is substantially the same as thatshown in Figures 1 to 4 inclusive, except that the wing bolt holes 96 and 93 are not located immediately over the feet 86 but are moved inwardly therefrom in order to accommodate bolt spacing in existing rails, and, furthermore, the upper fishing area 18 is crowned as shownby the'radius R. which may be varied to suit different track conditions. This feature is particularly valuable where the rail joint is to be applied on rails which have been worn under the ball of the rail at their ends by the constant downward flexing of the rail ends in service.

The lower fishing area 84 is disposed substantially parallel to the longitudinal center line of the bar ends aligned with the end feet 86 as in the construction shown in Figures 1 to 4 inclusive. As before, the general shape is adhered to, the bar being thickest adjacent the center and tapering therefrom toward each end.

Pads 98 are provided on each side of the transmanner in which this bar fishes against the ball and flange of the rail is-shown in Figure 8 as at 00 and H32 respectively.

The constructions shown in Figures 13 to 15 inclusive, contemplate a bar Hi4 having at the top edge a central fishing area I08 which may be disposed substantially parallel to the longitudi- V nal center line of the baror may be crowned as shown at E8 in the constructionillustrated in Figure 6, the bar then tapering toward the ends as at llil. The central portion of the bar is also provided at its lower edge with the fishing area .H2 which is disposed in the same plane with the bases of the feet H4.

. In this construction the bar is provided with an apertured pad H8 disposed substantially on the transverse center line, the aperture being for the reception of the securing bolt I29 passing through the end apertures of the adjacent rail webs i122 and I24 of the spaced rails I26 and I28.

The 'bar is of tapered section, as particularly i1- lustrated in Figure 15, thefbar being of maximum thickness adjacent the center and tapertoward the ends, and the end bolt holes I30 for the reception of the wing bolts 132 are disposed adjacent the end of the bars over the feet H4.

10 This bar is applied in the manner already described in respect to the other modifications.

In the construction'illustrated in Figures 16 to 21 inclusive, the bar I34 is of tapered section, the maximum thickness thereof being adjacent the center of the bar which is of general construction heretofore described. The bar is shown as provided with the upper crowned fishing area I38 adapted to fit the under side of the ball MB of the rail M2 and the base of the entire bar is provided with the flat beveled portion or fishing surface I44 adaptedto fish against the flange MB of the rail. In this construction no feet are provided, the surface which rides the rail being substantially in one plane from end to end thereof. In this form of the construction alternate wing and center bolt holes I48 and I50 are elongated and are spaced to accommodate the standard spacing, the end bolt holes thereof being spaced from the ends of the bars and near the points of maximum efficiency as no feet are provided at the bar ends.

In the embodiments disclosed, the upper crowned or arched surface is preferably formed on a radius not less than five nor more than twenty times the length of the bar.

In the constructions illustrated it will be appreciated that an efficient rail joint is provided which functions so that adjacent rails are tightly joined or connected. In applying the bar, flexing thereof takes place with a minimum of stress to the bar and a uniform distribution thereof, while the truss design insures a support of maximum efficiency.

It will be noted that in each of the embodiments disclosed, the bars are formed with a medial section of relatively large cross-sectional area and the integral end'sections extending therefrom are tapered whereby a vertical plane passing through the center of mass of the medial section falls within the end sections. -More spee cifically, such a plane passes substantially through the mass of the end sections. As heretofore described, the cross-sectional area of the bars from a point within the medial section decreases tcward the ends whereby the section moduli decreases uniformly, as shown in Figure 11. Furthermore, the bars at the medial sections cooperate with the heads and flanges of the rails and the end sections which cooperate with the rail flanges are flexed about the rail cooperating points of the medial sections to provide an effective rail joint. Because of the construction of these bars and because of their cooperative relation with the rails in the manner described, this effective rail joint is provided without undue stress concentration which would cause failure in the rail joint.

.t is to be understood that we do not wish to be limited by the exact embodiments of the device shown, which are merely by way of illustration and not limitation, as various and other forms of the device will of course be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

What is claimed is 1. In a rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar provided with a medialsection of relatively large cross-sectional area and integral end sections extending therefrom and having the cross-sectional area thereof decreasing toward the ends thereof, said medial section having frictional and interlocking engagement between said rail heads and flanges at the adjacent ends of said rails, the section moduli of said bar substantially uniformly decreasing from a point within said medial section to the'ends of said end sections to prevent undue stress concentration at any point in said bar, said end sections having flange contacting surfaces adapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the rail cooperating points of the medial section thereof.

2. In a rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a, bar provided with a medial section of relatively large cross-sectional area and integral end sections extending therefrom and tapering from at least one face of said medial section toward the ends thereof, said medial section having frictional and interlocking engagement between said rail heads and flanges at the adjacent ends of said rails, the section moduli of said bar substantially uniformly decreasing from a point within said medial section to the ends of said end sections to prevent undue stress concentration at any point in said bar, said end sections having flange contacting surfaces adapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the rail cooperating points of the medial section thereof.

3. In a rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar provided with a medial section of relatively large cross-sectional area and integral end sections extending therefrom and tapering from both faces of said medial section toward the ends thereof, said medial section having frictional and interlocking engagement between said rail heads and flanges at the adjacent ends of said rails, the section moduli of said bar substantially uniformly decreasing from a point within said medial section to the ends of said end sections to prevent undue stress concentration at any point in said bar, said end sections having flange contacting surfaces adapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the rail cooperating points of the medial section thereof.

4. In a rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar provided with a medial section of relatively large cross-sectional area, said bar having end sections integral with and extending from said medial section and tapering inwardly from the outside face of said medial section toward their ends, said medial section having frictional and interlocking engagement between said railheads and flanges at the adjacent ends of said rails, the section moduli of said bar substantially uniformly decreasing from a point within said medial section to the ends of said end sections to prevent undue stress concentration at any point in said bar, said end sections having flange contacting surfaces adapted to move upwardly and inward- 1y thereover, and means for drawing'in said end sections about the rail cooperating points of the medial section thereof.

5'. In a rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar 'provided with a medial section of relatively large cross-sectional area andintegral end sections extending therefrom and having the cross-sectional area thereof decreasing toward the ends thereof, said medial section having frictional and interlocking engagement between said rail heads and flanges at the adjacent ends of said rails, said bar decreasing in height vertically .from said medial section toward the end sections-wherebysaidbar frictionally engagessaid heads adjacent the rail ends only, the section moduli of said bar'substantially uniformly decreasing from' a. point within said medial section to the ends of said end sections to prevent undue stress concentra tion at any point in said bar, said end sections having flange contacting surfaces adapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the rail cooperating points of the medial section thereof.

6.'In a. rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar provided with a medial section of relatively large cross-sectional area and integral end sections extending therefrom and-tapering from at leastone face 'ofsaid medial section toward the ends thereof, said bar decreasing in height vertically from said medial section toward the end sections whereby said bar frictionally engages'said heads adjacentlthe rail ends only, the sectionnioduli of said bar substantially uniformly decreasing from a, point within said medial section to the ends of said end sections to prevent undue stress 1 concentration at any point in said ban-said end sections having flange, contacting surfaces adapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the rail oooperating'points of the medial section thereof.

7. In a rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar provided with a medial section of relatively large cross-sectional area and integral endsections extending therefrom and.

' taperingfrom both faces' of saidmedial section toward the ends thereof, said bar decreasing in iheight vertically from said medial section toward the end "sections whereby said bar frictionally engages said heads adjacentthe rail ends only,

the section moduli of said bar substantially uniformly decreasing from a point within said medial section to the ends of said end sections to prevent undue stress concentration at any point in said bar, said end sections having flange contacting surfacesadapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the rail cooperating points of the medial section thereof. 7

8. Ina rail joint, the combination of opposing rail ends having heads and flanges provided with inclined surfaces, a bar provided with a medial section of relatively large cross-sectional area, said barhavingflend sections integral with and extending from said medial section and tapering inwardly from the outside face of said medial sectiontoward their ends, said bar decreasing in height vertically from said medial section toward the end sections whereby said bar frictionally engages said heads adjacent the rail ends only, the section moduli of said bar substantially uniformly decreasing from a point within said medial section to the ends of said end sections to prevent undue stress concentration at any point in said'bar, said end sections having flange contacting surfaces adapted to move upwardly and inwardly-thereover, and means for drawing in one face of said medial section toward the ends thereof horizontally and vertically from the bottom thereof to provide a bar having section moduli substantially uniformly decreasing from a point within said medial section to the ends of saidend sections to prevent undue stress concentration at any'point in said bar, said end sections having flange contacting surfaces adapted to move upwardly and inwardly thereover, and means for drawing in said end sections about the .rail cooperating points of the medial section thereof.

' WILLIAM C. HEDGCOCK.

ROBERT B. CO'I'IRELL. 

